Electric switch and signal system



Dec. 2, 1930.

F. H. RICHTERKESSING I ELECTRIC SWITCH AND SIGNAL SYSTEM Filed March 24, 1928 1N VEN TOR. Fm/v/c IPIcWIEBKEJJ/NG BY i ATTORNEY Patented Dec. 2, 1930 UNITED STATES PATENT} .OFFICE FRANK I-I. RIcHTERKESsING, 0E LOUISVILLE, KENTUCKY, ASSIGNOR To THE 'CI-IEATI-IAM' ELECTRIC SWITCHING nEvIcE co. AND'NACI-IOD AND UNITED STATES SIGNAL 00., BOTH 0F LOU SVILLE, KENTUCKY I 7 ELEcTRIc swITcII AND SIGNAL SYSTEM Applicationjfiled March 24, 1928. Serial No. 264,439.

My invention relates to electric switch and signal systems and has particular application to automaticelectro-magnetic setting of the switch point of an electric railway track'in different positions in accordance with the ap-' proach of a car under power on or power off respectively, and operatlng a signal simultaneously therewith that would display indications to warn the traflic of a desired car movement.

One object of'my invention is to produce a:

system that is operated automatically from a car. V

Another object of my invention is to, provide an improved signal system to display indications simultaneously with the operation of atrack switch when the course of the car is to be other than a continuation of its normal or straight ahead course. A

A still further object of my invention is to provide a safe control System embodying relays and circuits of much simpler nature than heretofore used in combination with electric track switch and Signal operation. This feature is highly desirable for production and service. This additional apparatus is connected to a well known standard switch throwing apparatus and the operation of the signal is produced simultaneously at the instant of the energization of the circuits and apparatus for throwing the switch point to.

the curved course.

My invention resides in a new and novel combination construction and relationof the various electrically operated switches, circuits, and other parts hereinafter more fully described and disclosed in the drawings.

In the drawings accompanying my specification:

Fig. 1 is a schematic drawing showing the arrangement of parts and circuits when the existing switch operating device, but. is intended for use at locations where signal indications are to be displayed for the traffic when the car turns or backs as is the case of the switch movements. I

Fig. 3 is a sectional drawing of the normally I closed trolley contactor showing the general arrangement of the parts as used in the circuits described and disclosed in Fig. 2.

Fig, 4.- is a schematic drawing showing the general arrangement of circuits usually found inanelectri'cally opera-ted car and which are use with those cars which are operatedby means of the overhead trolley wheel or current collector IV mounted on a car by means of a'trolley pole T1, although it may be opera-ted by cars in which current is supplied thereto by other methods. Most cars are equipped with heaters H H, lights L, air

compressors F, which are connected between the trolley pole and ground as shown in Fig. 4. The cars are equipped with operating motor M M, and a controller C C, therefor, which is under the control of the car operator. When the controller is closed current will flow. through the motor M M, and "in this position, I term power on ,and when the controller is open no current will flow through tle motors and this position, I term power 0 ratus H H, L, and F, which I term the auxiliary car current. The current flowing through the motors flows to ground G. I have arranged the system herein described so that the. track switch will be operated to the straight ahead position when the collector W engages the trolley contactor P The controller C O, doesnot in any way control the current flowing through the appawith power off? and the trackswitch will bethrown to thecurve position when the current collector engages the system using power on. This operatlon of the track swltch, however, may be reversed by merely V transposing the connections of the track switch operating solenoids and it is believed that this change is evident to those skilled in the art. v

In the system shown in Fig. 1, the letter D represents a trolley wire or conductor. Positioned adjacent the trolley conductor is a pan or trolley contaetor P, provided with two contact members E and G, which are usually parallel and normally insulated from each other. The member E is electrically connected to the trolley conductor D at all times, and the member C is normally insulated, but is electrically connected thereto when the collector V engages the pan or trolley contactor P. The contact members E and C are so related to the trolley conductor that when the current collector engages .the contact members, it will be out of engagement with the trolley conductor and remain so until it has passed out of engagement with the pan or trolley contactor P. Such arrangement of the contact members and conductor is well known to those skilled in the art.

The switch circuit includes relay X, and track switch N which is provided with two solenoids SN and CN, each having an electrical connection to the ground Gr through the common conductor 7.

The solenoids are provided with a reciprocating plunger J which is drawn inwardly when the solenoid ON is energized and is drawn outwardly when the solenoid SN is energized. The plunger J is connected to the switch tongue 0 by means of the connecting link K.

The electrically operated normally open relay X is provided with an operating coil KL and switch arm A1. The coil KL is mounted on a magnet core although a moving plunger may be substituted for the magnet core as is well known in the art. One terminal of the coil KL is connected to the contact member E of trolley contactor P by wire E1, and the other coil terminal is connected to the trolley conductor D by wires D1 and D3. It will also be noted that one coil ter1ninal of coil KL is a common connecting point for wires D1, D2, and D3, D2 being feed wire of the signal circuit. The switch arm A1 is normal in its free state; that is, not influenced by any magnetic flux, and rests against the normally closed contact 2, which is a back contact of relay X, and is connected through wire 3 to solenoid SN of track switch N. hen the armature A1 is raised or attracted, as is the case when the coil KL is energized, it is brought into contact engagement with contact 1, which is a front contact of relay X, and is connected through wire A to solenoid CN of track switch N. It will also be noted that contact 1 is a common connecting point for wires 1 and 8, wire 8 being a ground return control wire for the signal circuit.

Relay Y, which is the controlling relay of the signal circuit, is equipped with an operating coil L and an armature A2. One terminal of the coil L of relay Y is connected by wire 10 to resistor 9 through wire 8, wire l to solenoid ON of track switch N, the other terminal of coil L is connected through wire 11 to contact strip 20 of trolley contactor R. The armature A2 of relay Y is normally a-fiected by the energized coil L of relay Y and is raised into contact engagement with contact 13, which is a front contact of relay Y. hen the coil L of relay Y is deenergized, the armature A2 releases and makes contact engagement with contact 14 which is a back contact of relay Y. The releasing of the armature A2 closes the signal circuit and the signal S is displayed; a circuit being com pleted from trolley conductor D, through wire D1, wire D2, resistor 21, wire 22, armature A2, back contact 14: of relay Y, wire 15, lamp 16, wire 17, lamp 18, wire 19 to ground G. Lamps 16 and 18 are so arranged in a housing that they illuminate an opague sign while they are burning. It should also be noted that one terminal of coil L of relay Y is a common connecting point for wires 11 and 12, wire 12 connecting the coil terminal of relay Y with the front contact 13 of reay Y.

The signal S of Fig. 1 is usually a sign painted with the desired lettering either Car turns or Car backs, such as may be the requirements of a given locality and the lamps 16 and 18 are arranged with suitable reflectors that illuminate the sign while they are burning. In some it might be desired that the sign could not be read at any time when the signal lamps 1(5 and 18 are not burning. In this case an opaque glass is painted on the rear with the desired lettering and the lamps placed behind. In addition to the lamps 16 and 18 illuminating the sign, they also display red color light signal indications.

If the current collector VJ engages the trolley contactor P with power oil, the contact members E and C will be electrically connected and of the same potential as the trolley conductor D, as the contact member is electrically connected by trolley conductor D at all times, by wire D1 connecting the trolley conductor D and low resistance coil KL, and wire E1 connecting the other terminal to coil KL and contact member E. Coil KL has a very low resistance and usually consists of 10 or 12 turns of #6 copper wire. Relay X is a current selective relay; that is, a very heavy current must pass through its operating coil KL before it can all'ect its armature A1. As soon as the contact member C electrically connected to the trolley coi ductor, through the manner just mentioned, current will flow from the trolley conductor D, through wire D1, coil KL, wire Al, contact member E, current collector TV, contact member C, wire C1, armature A1, back contact 2 of relay X, wire 3, solenoid SN of track switch N, wire 6, wire 7, to ground G, and the track switch mechanism will operate the track switch to the straight ahead position as is arranged and described heretofore. It should be noted that the current for the operation of the track switch solenoid SN is taken through coil KLof current selective relay X, but as the current of this circuit is relatively small comparative to the minimum currents drawn by cars in the power on position, this current flowing through the coil KL will have no operative affect on the armature A1 of relay X." Current will continue to flow to solenoid SN as long as the current collector W engages the trolley contactor P with power off, however, as soon as the current collector 1V disengages thetrolley contactor P, the current of the track switch solenoid circuit SN will be broken at the trolley contactor P. It should be noted that with this car operation-the signal control circuit was not affected, therefore, the signals were not displayed and the car was given the straight ahead route.

If the current collector initially engages the pan with power on, the coil KL of relay X will be instantly energized and pick up armature A1 into engagement with contact 1. As soon as armature A1 engages contact 1, current will flow from the trolley conductor D through wire D1, coil KL of relay X, wire E1, contact member E of trolley contactor P, current collector W, contact member O of trolley contactor P, wire O1, armature A1, front contact 1, wire 4, solenoid ON of track switch N, wire 5, wire 7 to ground G, energizing the solenoid ON and throwing the switch to the curve position. If it should be in the curved position, however, no change will occur in the position of the switch and it will be held in this position. Incident to the energization of solenoid ON of track switch N, the coil L of the signal operating relay Y is shunted through front contact 1, wire 8, resistor 9, wire 10 by putting positive po tential on both terminals on coil L, and the coil becomes deenergized and releases its armature A2. The releasing of the armature A2 opens the normally closed stickcircuit of the coil L feeding from the trolley conductor D through wire'Dl, wire D2, resistor 21, wire 22, armature A2, front contact 18, wire 12,

wire 11, coil L of relay Y, wire 10', resistor 9,

wire 8, wire 4, solenoid ON of track switch I N, wire 5, wire 7 to ground G, and the signal circuit is closed by armature A2 falling into cont-act engagement with back contact 14, closing a circuit feeding from the trolley conductor D, through wire D1, wire D2, resistor 21, wire 22, armature A2, back contact 14 of relay Y, wire 15, lamp 16, wire 17, lamp 18, wire 19 to ground G, and the signal S is displayed as heretofore described, to warn the vehicle tra'lfic against the movement which the car is about to make.

I The car having selected and obtained its desired direction iproceeds'and takes the curve'd1route passing a'trolley contactor R a predetermined clearance distance around the curved section of the track, where the signal 'S is restored-to normal and the vehicle traffic permitted to proceed. The current collector of the car engages trolley contactor R, making contact engagement withcontact strip 20, feeding from the trolley conductor D, through the current collector W,contact strip 20 of trolley contactor R, wire 11, coil L o'frelay Y, wire-10,1'esistor9, wire18, wire 4, solenoid ON of track switch N, wire 5, wire 7 to ground G, and the armature-A2 is affected and brought into contact engagement with front contact 13of relay 'Y wherein the normal stick circuit isestablished to retain the armature A2 in a raised position, the-circuit being established from trolley conductor D, through wire D1, wireD2, resistor 21,wire 22 armature A2, front contact 13, wire 12,-wire 11, coil L of relay' Y, wire 10, resistor 9, wire 8, wire 4, solenoid ON of track switch N, wire 5, wire 7 to ground G. As was described the current for the operation of relay Y was taken through the solenoid ON of track switch N,

but it shouldbe understood that the current in this circuit is very small, always-less than, say one ampere and willhave no efiect on the solenoid ON that wouldcause an operation of the track switch, as a very heavy current is required in this solenoid circuit before a switch operation can occur.

To sum up the operation of the system, if the car operator desires to go straight ahead he sets his controller topower off, with the intention of coasting past thetrolley contactor P. As soon as the current collector'VV engages the trolley contactor 'P, relay X will select the track switchsolenoid that will affect an operation to the straight ahead position, and no traffic signal will be displayed.

If the car operator desired to take the curve, he will turn'hiscontroller to power on with the intention of passing the contactor drawing power. When the current collector W engages the trolley contactor P with power on, relay X will operate andthe track switch solenoid will be selected that will effect a switch operat1on for the curved posltion, and incident to this operation a sig ,nal will 'be displayed towarn the trahic of the operation that the car is about to make. After the car has completed its desired operation and passed around the curve, the signal is restored and the traffic is permitted to proceed in its usual manner.

In the'system shown in Fig. 2, the letter D represents a trolley wire or conductor. Positioned adjacent the trolley conductor is located a trolley contactor Q, provided with a contact strip 24 which is normally connected to the'trolley conductor D by wire D1, and a normallyclosed contact 23 insulated from the iao trolley conductor D, but normally connected thereto by contact engagement with strip 24 and wire D1. lVhen the current collector W engages the trolley contactor, the contact strip at is deflected and the contact 23 is opened and remains so until the collector W has passed out of engagement with the trolley contactor Q. A more complete description and detail of the trolley contactor Q, will be hereinafter disclosed in the description of Fig. 3.

Relay Y, which is the controlling relay of the signal circuit, is equipped with an operating coil L and an armature A2. One coil terminal of the coil L of relay Y is connected by wire 10 to resistor 9, through wire 8 to ground G. The other terminal of coil L is connected through wire 11 to contact strip 20 of trolley contactor i. The armature A2 of relay Y is normally aiiected by the energized coil L of relay Y and is raised into contact engagement with contact 13, which is a front contact of relay Y. When the coil L of relay Y is deenergized, the armature A2 releases and makes contact engagement with contact let which is a back contact of relay Y. The releasing of the armature A2 closes the signal circuit and the signal S is displayed; a circuit being completed from trolley conductor D, through wire D1, contact strip 2 1 of trolley contactor Q, normally closed contact 23 of trolley contactor Q, wire D2, resistor 21, wire 22, armature A2, back contact 14 of relay Y, wire 15, lamp 16, wire 17, lamp 18, wire 19 to ground G. The lamps 1G and 18 are so arranged to either illuminate color light signals or a sign as is disclosed in the description of Fig. 1.

Fig. 3 is a sectional view of the normally closed trolley contactor Q. In the figure, D is the trolley wire or conductor. Positioned adjacent the trolley conductor are strips 2% and 24A which are flexibly connected to the rigid bracket U by flexible strip springs S and S1 respectively. B and B1 are spring spacer blocks connecting S2 and S1 to the bracket U. When the contactor Q, is not engaged by a current collector, the strips S2 and S1 make contact engagement with the contact piece 23 which is electrically connected to wire D2 by connecting bolt 23A and se curing nuts M, being insulated from the supporting bracket U and the supporting backbone 26 by the insulating tube T and wood support beam 25. ll hen the contactor Q is engaged by a current collector, the strips 24: and 241A are deflected and S2 and S1 are brought out of engagement with contact piece 23 indicated by the dot-dash lines of the drawing.

The system shown in Fig. 2 is intended primarily for points where cars have backing movements or Where they turn across highway intersections. In such cases a current selective arrangement would not be required as all cars would produce a similar indication. The signal controlling relay Y of this system is normally energized; that is, its armature A2 is held in a raised position under the influence of the operating coil L, by a normally closed circuit feeding from the trolley conduct-or D, through wire D1, contact strip 2d of trolley contactor Q, contact 23, wire D2, resistor 21, wire 22, armature A2 of relay Y, front contact 13 of relay Y, wire 12, Wire 11, operating coil L of relay Y, wire 10, resistor 9, wire 8 to ground G. When a trolley car passes contactor Q, its current collector l/V engages the contactor and strip 2 1 is deflected, normally closed contact 23 is opened and remains so until the current collector lV has passed out of engagement with the trolley contactor Q. The opening or". contact 28 opens the normally closed stick circuit of relay Y and the armature A2 of relay Y releases and retains the said circuit open, by the opening of a circuit established between armature A2 and front contact 13 of relay Y. When the armature A2 is released it makes contact engagement with back contact 1 1- of relay Y and a circuit is established feeding from trolley conductor D, through wire D1, contact strip 2d of contactor Q, contact 25} ot' contactor Q, Wire D2, resistor 21,

ire armature A2 of relay Y, back contact 14c 01? relay Y, wire 15, lamp 16, wire 17, lamp 18, wire 19 to ground G, and the signal displayed as heretofore described to warn the ehicle traflic against the movement which the car about to make.

The car having completed its desired switch movement under the protection of the signal, passes a predetermined point wherein the signal is restored to normal and the vehicle traflic permitted to proceed. At this point contactor R is located, which affects the restoring operation through the contact engagement of the current collector W, trolley conductor D and contact strip 20 of trolley contactor R, a circuit being established from the trolley conductor D, through the current collector N, contact strip 20 of trolley contactor 1%, wire 11 coil L of relay Y, wire 10, resistor 9, wire 8 to ground G. The completion of this circuit energizes the coil L of relay Y and the armature A2 is raised opening the signal circuit at back contact 14 and completing the stick circuit at front contact 13 of relay Y, feeding from trolley conductor D, through wire D1, contact strip 2A of trolley contactor Q, contact 23, wire D2, resistor 21, wire 22, armature A2, front contact 13, wire 12, wire 11, coil L of relay Y, wire 10, resistor 9, wire 8 to ground G.

To sum up the operation of this system, a car entering a zone wherein it is necessary to make a switch movement, passes a trolley contactor and establishes a signal circuit to warn the traflic of the operation that the car is about to make, and after the car has completed the desired operation, it passes a certain predetermined point wherein the signal isrestorcd to normal and thetraffic is permitted to proceed in its usual manner.

There are, of course, modifications and arrangements of theparts which may be made from-that shown in the above disclosure and which will still all within the scope ofmy invention. I

I claim: l

1. In an automatic switch and signal system, the combination of a signal circuit includinga signal, an actuating solenoid, a relay operable to selectively direct currents through different parts of the actuating solenoid, and a second relay for controlling the said signal circuit and arranged to be automatically shunted out upon a flow of saturating current through one branch of the said solenoid.

r 2. In an automatic switch and signal system,the combination of a normally open signal circuit, an actuating solenoid, a relay for selectively directing currents through dilierent parts of said actuating solenoid, and a second relay energized through one branch of the said actuating solenoid and arranged to be automatically de-energized upon a flow of saturating current through the said branch of the actuating solenoid.

'3. In ail-automatic switch and signal systern, the combination of a signal circuit including a signal, an actuating solenoid, a relay operable to selectively direct currents through difierent parts of the said actuating solenoid, and a second relay being in circuit with one branch of the said solenoidto control the signal circuit and aflect the display of the said signal. r

4. In an automatic switch and signal systom, the combination of a signal circuit, a

signal, an actuating solenoid, a relay operable to selectively direct currents through diflerent parts of the said actuating solenoid, and a second relay normally in circuit with one branch of the said actuating solenoid and arranged to'be shunted out upon a flow of saturating current through the said actuating solenoid to afiectthe display of the said signal. V

5. In an automatic switch and signal sys tem, the combination of a signal circuit, a signal, an actuating solenoid, a relay operable to selectively direct currents through diflerent parts of the said actuating solenoid, and a second relay, normally energized through one branchfof the said actuating solenoid and arranged to be automatically die-energized upon afiow of saturating current through the said branch of the said actuating solenoid, and means to restore the said'second relay toits normal condition.v a

6. In an automatic switch and signal systern, the combination of'a signal circuit, a

- signal, an actuating solenoid, a relay operthe actuating solenoid to control the said .signal circuit and affect the display of the 'cluding a signal, an actuating solenoid, a

relay operable to selectively direct currents through different partsof the saidactuating solenoid, and a second relay normally energized and in circuit with one branch of the said actuating solenoid, arranged to be automatically de-energized upon a flow of saturating currentthrough the said branch of said signal until a restoring means is offected.

8. In an automatic switch and signal system, the combination with a switch point, a double solenoid operating means for the switch point. to'operate it in one direction or the other and having one side of each solenoid connected to the ground, asignal circuit including a signal, a trolley wire, a

contact pan with a pair of parallel contacts .to be bridged by a current collector, a solenoidj operatingcircuit from one contact to the solenoids to carry current to operate the solenoids whenthe current collector engages L the pan contacts, a selectorswitch interposed in said circuit for directing the current to one solenoid or the other at will,and-a relay normally in oircuit with one of the said solenoids operable upon a saturatingflow of 105 current to the saidsolenoid to affect the said signal circuit. i I

9. In an automatic switch and signal system, the combination with a switch point, a

double solenoid operating means for the 410 switch point, to operate it in one direction or the other, a signal circuit including a signal, a trolley wire, a contact pan comprising a pair of parallel contacts to be engaged by a current collector, a solenoid operating circuit from one contact to the solenoids to carry current to operate the solenoids when the current collector engages the pancontacts, a selector switch interposed in said circuit for directing the current to one solenoid onthe ,i other at will, and a relay normally energized through one of the solenoids and arranged to be shunted out upon a flow of saturat ng current to the said solenoid to affect the said solenoid, a relay operable to selectively direct signal circuit, and means whereby the said i-c5 current through different parts of the actuating solenoid and a second relay included between the said trolley wire and one branch of the said actuating solenoid to control the said signal circuit upon a saturating flow of current through the branch of the said actuating solenoid.

11. In an automatic switch and signal system, the combination of a signal circuit including a signal, a trolley wire, an actuating solenoid, a relay operable to selectively direct currents through diflerent parts of the said actuating solenoid, and a second normally energized relay included between the said trolley and one branch of the said actuating solenoid and arranged to be automatically de-energized upon a flow of saturating current through the said branch of the actuating solenoid, and means whereby the said second relay remains de-energized to affect the said signal circuit until it is restored to its normal condition.

12. In an automatic switch and signal system, the combination with a switch point, a double solenoid, operating means for the switch point, a signal circuit including a signal, a trolley wire, a solenoid operating contact pan comprising a pair 01": parallel contacts to be engaged by a current collector, a solenoid operated circuit from one contact to the solenoids tocarry current to operate the solenoids when the currentcollector engages the pan contacts, a selector switch interposed in said circuit for directing the current to one solenoid or the other, a second contact pan mounted in advance of the solenoid operating contact pan, and a relay normally energized through one of the solenoids and in circuit with the said second contact pan so arranged as to be automatically de-energized upon a saturating flow of current to one of the said actuating solenoids, and remain deenergized until the current collector engages the said second contact pan wherein the relay will be restored to its normal condition.

13. In an automatic switch and signal system, the combination of a signal circuit including a signal, an actuating solenoid, a relay operable to selectively direct current through different parts of the said actuating solenoid and a second relay equipped with an armature controlling the contact in said signal circuit, so arranged that the said armature is normally out of contact engagement with the contact but is brought into such contact engagement upon a flow of saturating current to one branch of the said actuating solenoid to effect a display of the said signal.

14. In an automatic switch and signal system, the combination with a switch point, a double solenoid operating means for the switch point, a signal circuit including a signal, a trolley wire, a contact pan comprising a pair of parallel contacts to be engaged by current collector, a solenoid operating circuit from one contact to the solenoid, to carry current to operate the solenoid when the current collector engages the pan contacts, a selector switch interposed in said circuit for directing the current to one solenoid or the other, means associated with one of the said solenoids affected by flow of saturating current to the said solenoid to cause a signal to be displayed and continues until the said means is operated to restore the system to normal.

In testimony whereof I ailix my signature.

FRANK H. RIGHTERKESSING. 

